US20160075350A1 - Device for Operating at Least one Electrical Consumer of a Rail Vehicle - Google Patents

Device for Operating at Least one Electrical Consumer of a Rail Vehicle Download PDF

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Publication number
US20160075350A1
US20160075350A1 US14/888,156 US201414888156A US2016075350A1 US 20160075350 A1 US20160075350 A1 US 20160075350A1 US 201414888156 A US201414888156 A US 201414888156A US 2016075350 A1 US2016075350 A1 US 2016075350A1
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US
United States
Prior art keywords
operating
phase
consumer
braking
rail vehicle
Prior art date
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Abandoned
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US14/888,156
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English (en)
Inventor
Susanne Becker
Thomas Ziegler
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Siemens AG
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Siemens AG
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Assigned to SIEMENS AKTIENGESELLSCHAFT reassignment SIEMENS AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ZIEGLER, THOMAS, BECKER, Susanne
Publication of US20160075350A1 publication Critical patent/US20160075350A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D43/00—Devices for using the energy of the movements of the vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/10—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line with provision for using different supplies
    • B60L1/12—Methods and devices for control or regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
    • B60L9/28—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0072—Means for cooling only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/20—AC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a device for the operation of at least one electrical consumer of a rail vehicle, which can be operated by the electrical energy generated by a braking process of the rail vehicle, having a control unit for controlling the operation of the consumer according to at least two operating modes, wherein there is a first operating mode for a first operating phase of the consumer, during a braking phase of the rail vehicle, there is a second operating mode for a second operating phase of the consumer during a travel phase of the rail vehicle which precedes the braking phase, and the control unit serves to control the consumer for the first and second operating mode in such a way that its operating power is lower in the second operating mode than in the first operating mode.
  • a rail vehicle is known from DE 44 16 107 A1, in which an air conditioning system is preferably operated during a braking phase only. During a traction or rolling phase, the air conditioning system for the vehicle interior is shut down, unless there is an excessive deviation between the interior temperature and a predetermined comfortable target temperature.
  • the time interval during which the air conditioning system is drawing no power is determined by the duration of the traction and/or rolling phase which precedes a braking operation. If the time interval is too long, prior to the initiation of the braking process and in response to an excessive deviation between the interior temperature and the comfortable target temperature, the air conditioning system may be brought into service. Accordingly, the latter will draw electric power, before any braking energy is available. Upon the initiation of the braking process, the energy demand of the air conditioning system may therefore be significantly lower than the braking energy generated, such that it is necessary for surplus energy to be dissipated in braking resistors. In the least favorable case, the comfortable target temperature in the vehicle interior may be achieved again by the operation of the air conditioning system during the traction or rolling phase, before the initiation of the braking process, such that there is no further energy demand for the air conditioning system during said braking process.
  • the object of the invention is the proposal of a generic device for the operation of an electrical consumer of a rail vehicle, wherein the energy generated during the braking process can be used more efficiently.
  • the device should be provided with a unit which is designed to determine at least one triggering parameter of the second operating phase, depending upon at least one characteristic of the braking phase.
  • the second operating phase of the consumer in principle, is triggered automatically by a traction and rolling phase of the rail vehicle, such that the duration of the second operating phase is essentially dictated by the duration of the corresponding traction and rolling phase, by means of the proposed device, specifically by the determination of the triggering parameter, the second operating phase can be advantageously tailored to the subsequent braking phase, in the interests of efficient power take-up during said braking phase.
  • the device is specifically suitable for the operation of a consumer which is configured as an air conditioning device.
  • an air conditioning system in a rail vehicle comprised of one or more air conditioning devices, may have an operating power which exceeds 50% of the available on-board power capacity.
  • the proposed device can be used to achieve the particularly effective exploitation of the available braking energy.
  • the device is also suitable for the operation of a consumer configured as an energy storage and charging unit. It is conceivable, for example, in the second operating phase, that this consumer is operated in a second operating mode, which is configured as a mode in which a charging process is interrupted, or as a discharge mode and, in the first operating phase, is operated in a first operating mode which is configured as a charging mode, such that the corresponding energy storage device is charged, insofar as possible, by means of the available braking energy.
  • a second operating mode which is configured as a mode in which a charging process is interrupted, or as a discharge mode
  • a first operating mode which is configured as a charging mode
  • the determination of the triggering parameter by the unit appropriately proceeds automatically, in order to achieve a high degree of passenger comfort.
  • a high degree of flexibility in the operation of the proposed function can also be achieved if the unit can be turned on and off by a member of the vehicle personnel.
  • a “plannable” braking phase is to be understood as a travel phase of the rail vehicle during the negotiation of a braking distance, the characteristics of which are determinable on the basis of data which are known in advance, i.e. before the rail vehicle enters its braking distance. These data may be specifically derived from static and/or dynamic characteristics, or characteristics updated in the course of travel, of the track section which incorporates the braking distance.
  • a “triggering parameter” of the second operating phase is to be understood as a defining parameter for the initiation of the second operating phase.
  • the triggering parameter may specifically serve for the definition of an event, whereby the second operating phase is to be triggered upon the occurrence of said event.
  • the triggering parameter may be a triggering time.
  • the triggering parameter is preferably determined by the unit on the basis of at least one characteristic of the braking phase, for example, on the basis of a starting time for the braking phase, a duration of the braking phase, a track position for the commencement of the associated braking distance, a length of the associated braking distance and/or the braking power to be delivered in the braking phase.
  • the energy required for the operation of the electrical consumer is appropriately supplied by a supply unit in the rail vehicle, in which braking energy generated by traction motors is stored.
  • the supply unit may be formed by an intermediate circuit, to which a power supply unit for the supply of the electrical consumer is connected.
  • the power supply unit serves to supply power to what is described in specialized terms as an “on-board system”, to which the consumer is connected.
  • the “operating power” of the electrical consumer in a given operating mode is specifically to be understood as a measure, in said operating mode, of the maximum power take-up of the control unit, or the constant power take-up during the corresponding phase, or the power delivered over the duration of the corresponding operating phase.
  • the operating power of the electrical consumer in a given operating mode is to be understood as the maximum power take-up.
  • the control unit may assume the function of a power management unit, whereby the operating power assigned to the electrical consumer in the second operating mode is lower than in the first operating mode.
  • the operating power of the electrical consumer in a given operating mode is to be understood as a constant power take-up during the corresponding phase.
  • This is specifically suitable for an electrical consumer, for which power levels are predefined.
  • the control unit, in the second operating mode may effect operation with a lower power level than in the first operating mode.
  • the operating power is to be understood as the power delivered over the duration of the corresponding operating phase.
  • the “duration” of the second operating phase specifically corresponds to the time interval between the triggering of the second operating phase and the initiation of the braking phase.
  • the “duration” of the first operating phase specifically corresponds to at least a time interval in the braking phase, during which at least a significant proportion, and specifically at least 50% of power supply requirements on the on-board system can be covered by the braking energy generated.
  • the operating power of the consumer in the second operating mode is significantly lower than in the first operating mode.
  • the operating power in the second operating mode is a maximum of 50%, preferentially a maximum of 25%, and preferably a maximum of 10% of the operating power in the first operating mode.
  • the consumer may be controlled such that, in the second operating mode, it draws no electrical energy.
  • the “operating power” corresponds to a power of 0 watts.
  • the control system of the consumer upon a switch over to the second operating mode, may effect the disconnection of the consumer, or the maintenance of an existing disconnected state.
  • a significant difference between the operating powers in the first and second operating modes can specifically be achieved, in that the operating power in the first operating mode corresponds to the maximum possible power take-up of the consumer.
  • the unit may be formed by a computer, which is equipped with at least one software module for the execution of the measure proposed.
  • the triggering parameter for the second operating phase is a specific track position, whereby the device has a positional detection system for the provision of an actual track position of the rail vehicle.
  • a “track position” is specifically to be understood as the position defined along a length of track to be negotiated by the rail vehicle, which incorporates the associated braking distance.
  • At least one triggering parameter for the first operating phase is a braking signal.
  • This braking signal can advantageously serve for the coordination of the switchover of the consumer from the second operating phase to the first, with which the braking phase is associated, with the commencement of the braking phase.
  • the determination of a parameter for the termination of the second operating phase by the unit can be obviated.
  • the braking signal may be a signal which is generated by a control system, and which serves for the initiation of a braking process by a braking device of the rail vehicle, or may be a signal which is triggered by the commencement of the braking process.
  • the unit is preferably designed, for the determination of the triggering parameter, to observe a minimum duration for the second operating phase and/or a maximum duration for the second operating phase.
  • the triggering parameter for the second operating phase can be advantageously determined such that the duration of the second operating phase does not exceed a predetermined maximum duration. Accordingly, any detrimental impact resulting from the operation of the consumer in the second operating phase upon further installations in the rail vehicle and/or upon passenger comfort, which might potentially be associated with the excessively prolonged operation of the consumer at reduced operating power, can be obviated.
  • a minimum duration an advantageous power requirement by the consumer upon the initiation of the braking phase can be achieved, in the interests of the efficient exploitation of the braking energy.
  • the unit is designed to determine the at least one triggering parameter for the second operating phase on the basis of data delivered by a driver assistance system.
  • data from an existing system may be advantageously employed, such that a saving in the components and installation space required for a data interface which is specifically assigned to the unit can be achieved.
  • existing rail vehicles can be straightforwardly retrofitted with the functionalities of the unit.
  • a “driver assistance system” is specifically to be understood as a system, the purpose of which, on the basis of at least one optimization model and at least on the basis of static and/or dynamic track data as input variables for said optimization model, is to generate a driving recommendation for the vehicle driver and/or to at least contribute to the generation of a control signal for the at least partially-automated control of the rail vehicle.
  • the driver assistance system is comprised of facilities in the rail vehicle and/or of land-based facilities, which are coupled to on-board facilities in the rail vehicle by means of data communication links.
  • the unit is designed to determine the at least one triggering parameter for the second operating phase on the basis of data delivered by a track-vehicle-interaction system.
  • data from an existing system may be advantageously employed, such that a saving in the components and installation space required for a data interface which is specifically assigned to the unit can be achieved.
  • a “track-vehicle-interaction system” is to be understood as a system, the purpose of which is the generation of a control signal for the at least partially automated control of the rail vehicle, on the basis of data supplied by a trackside signaling installation.
  • control unit is specifically designed to execute the closed-loop control of the consumer on the basis of at least one threshold value for a characteristic control variable, it is proposed that the control unit is designed—upon a switchover to the first operating mode—to adjust the threshold value such that the operating power is increased.
  • the operating power take-up in the first operating mode can be straightforwardly increased accordingly.
  • the consumer is configured as an air conditioning device, whereby the control unit is designed to adjust the threshold value configured as the comfortable temperature.
  • the comfortable temperature in the second operating mode may be set at a lower or higher value than in the first operating mode.
  • the consumer is configured as a cooling system for the cooling of at least one drive component, e.g. a transformer, a converter, a traction motor, etc. in the rail vehicle, whereby the control variable is a characteristic temperature variable for a temperature to be controlled of the drive component.
  • the consumer may also be configured as a compressed air generation system, whereby the control variable may be a characteristic pressure variable for the compressed air generated by the compressed air generation system.
  • the control variable may be a characteristic state of charge variable for the state of charge of an energy storage device, or a characteristic charging process variable for a charging process of the energy storage and charging unit.
  • control unit is designed, in the second operating mode, to maintain the consumer in an unpowered operating state.
  • control unit may effect the disconnection of the consumer or the maintenance thereof in a disconnected state.
  • the invention also proceeds from a method for the operation of at least one electrical consumer of a rail vehicle, which can be operated by the electrical energy generated by a braking process of the rail vehicle, wherein the consumer, in a first operating phase during a braking phase of the rail vehicle, is operated according to a first operating mode, the consumer, in a second operating phase during a travel phase of the rail vehicle which precedes the braking phase, is operated according to a second operating mode, and the consumer is controlled such that its operating power in the second operating phase is lower than in the first operating phase.
  • At least one triggering parameter for the second operating phase is determined in accordance with at least one characteristic of the braking phase. Accordingly, in the interests of the exploitation of available braking energy, the more efficient control of the take-up of power by the electrical consumer, as a function of various travel phases of the rail vehicle, can be achieved. For further advantageous effects of the proposed method, the reader is referred to the embodiments of the device described above.
  • FIG. 1 shows a rail vehicle in a schematic side view
  • FIG. 2 shows an electric circuit layout of the rail vehicle represented in FIG. 1 , with a drive unit and consumers connected to an on-board power system,
  • FIGS. 3 to 5 are identical to FIGS. 3 to 5 :
  • FIG. 6 shows a circuit layout for the control of a consumer as a function of track data
  • FIG. 7 shows the profile for the internal temperature and operating power of the consumer configured as an air conditioning device, as a function of time.
  • FIG. 1 shows a rail vehicle 10 configured as a locomotive, in a schematic side view.
  • the rail vehicle 10 draws electrical energy specifically from a traction power supply grid 12 , which is configured as an overhead line.
  • the rail vehicle 10 may draw electrical energy from a ground-level line or, for operation on non-electrified track sections, may have a generator and/or by an energy storage device.
  • the rail vehicle 10 has a set of drive axles 14 .
  • a separate drive unit 16 is provided for each pair of drive axles 14 , specifically configured as a motor bogie.
  • the rail vehicle 10 also comprises electrical consumers ( 18 . 1 to 18 . 5 ), which are configured as an air conditioning unit, a battery charging unit, a compressed air generation system, cooling systems for the drive units or ventilators.
  • electrical consumers 18 . 1 to 18 . 5
  • the rail vehicle 10 also comprises electrical consumers ( 18 . 1 to 18 . 5 ), which are configured as an air conditioning unit, a battery charging unit, a compressed air generation system, cooling systems for the drive units or ventilators.
  • FIG. 2 shows an electric circuit layout for the rail vehicle 10 represented in FIG. 1 , in a schematic representation.
  • the drive units 16 described above are each provided with electric motors 20 and a power supply unit 22 , which supplies the motors 20 with electric power.
  • This unit is specifically configured as a traction power inverter.
  • the power supply unit 22 draws electrical energy from an intermediate d.c. circuit 24 whereby, from the d.c. voltage supplied by the intermediate d.c. circuit 24 , said unit delivers an alternating electric current to the motors 20 , in accordance with the power to be delivered by the latter.
  • circuit 24 specifically in a traction mode of the rail vehicle 10 —is supplied with electrical energy from the traction power supply grid 12 via a current collector 26 , a transformer 28 and an input controller 30 , which specifically rectifies the electric voltage on the low-voltage winding of the transformer 28 .
  • the electrical consumers 18 . 1 to 18 . 5 from FIG. 1 are also represented in the schematic circuit layout. These electrical consumers 18 are supplied with electrical energy via an “on-board system” 32 , which also draws energy from the intermediate d.c. circuit 24 . This is achieved by means of a power supply unit 34 which, from the d.c. voltage delivered by the intermediate d.c. circuit 24 , generates a single-phase or three-phase a.c. voltage. In specialized terms, the power supply unit 34 is also described as an “auxiliary converter”. In an alternative embodiment, which is not represented, electrical energy may be tapped by the power supply unit 34 directly from a low-voltage winding of the transformer 28 .
  • the representation of the on-board system 32 and the power supply unit 34 in FIG. 2 is highly simplified.
  • the power supply unit 34 may be provided with a number of auxiliary converters, each of which delivers a voltage which is tailored to the respective type of consumer (e.g. d.c. voltage, single-phase or three-phase a.c. voltage, variable-frequency a.c. voltage).
  • the kinetic energy of the rail vehicle 10 is converted into electrical energy by the motors 20 , which assume the function of a generator for this purpose.
  • This energy is fed into the intermediate d.c. circuit 24 via the power supply unit 22 .
  • At least a proportion of this energy is used for the operation of electrical consumers 18 which are connected to the on-board system 32 during a braking process of the rail vehicle 10 .
  • the resulting energy flow is represented schematically in FIG. 2 by arrows.
  • a proportion of the energy generated by the motors 20 can be fed back into the traction power supply grid 12 and/or fed to braking resistors, which are not represented in greater detail, where it is converted into thermal energy.
  • FIG. 3 shows a track section 36 , which is negotiated by the rail vehicle 10 .
  • the track section 36 and the rail vehicle 10 running along the latter are shown in a highly schematic representation.
  • the journey along a specific track section may be characterized by segment- or location-related characteristics which are known in advance, i.e. at least with effect from a given time interval prior to arrival at the segment or location concerned.
  • the track section 36 to be traversed includes at least one stopping point, which corresponds to the destination of the journey, or a number of stopping points, corresponding to said destination and the intermediate stations.
  • Such a stopping point 38 which corresponds e.g. to a station, is represented schematically in FIG. 3 .
  • This stopping point 38 is associated with a braking distance 40 in the track section 36 , whereby the rail vehicle 10 , in negotiating the braking distance 40 , is braked from a given speed to a standstill.
  • a further characteristic of the track section 36 which is known in advance may be the presence of a specific track segment, in which running at a reduced speed is required. This is represented in FIG. 4 , in which a track segment 42 of this type is shown. This track segment is associated with a braking distance 44 in the track section 36 , whereby the rail vehicle 10 , in negotiating the braking distance 44 is braked from a given speed to the reduced notional speed for the track segment 42 .
  • FIG. 5 shows another application, in which a mandatory stoppage or speed reduction in the track section 36 is dynamically executed.
  • a signaling installation 46 which indicates a specific driving behavior (“Stop” or “Slow”) by means of dynamic signaling (e.g. using lights).
  • This dynamic instruction is associated with a braking distance 48 in the track section 36 , whereby the rail vehicle 10 , in negotiating the braking distance 44 is braked from a given speed to a standstill, or to the reduced notional speed at the location of the signaling installation 46 .
  • the stopping point 38 or the presence of the track segment 42 may be known prior to departure from the track section start point, i.e. they constitute “static” characteristics of the track section 36 . Accordingly, the track position which marks the start of the braking distance 40 or 44 and/or the length thereof can be established prior to departure from the track section start point. For example, these may be logged in a track section description.
  • An additional stopping point 38 or a temporary track segment 42 in which a reduced speed is prescribed, may be identified in the course of travel along the track section 36 . These characteristics are designated as “dynamic” characteristics of the track section 36 .
  • the consideration of these variations in the course of travel may be effected by means of the transmission of information between a land-based control center and the rail vehicle 10 , specifically by means of a radio link produced between the control center and a transmitter/receiver unit 50 (see FIG. 1 ).
  • the track section 36 is equipped with a track-vehicle-interaction system, information on the additional stopping point 38 or on the temporary track segment 42 can be transmitted via this system to the rail vehicle 10 .
  • the track section 36 is equipped with a track-vehicle-interaction system 52 of this type, which is represented schematically by a dashed line.
  • this system engages with the control system of the rail vehicle 10 .
  • said control system is connected to a receiver device 54 (represented in FIG. 1 ) of the rail vehicle 10 , for the purposes of interaction with the track-vehicle-interaction system 52 for the track section 36 .
  • This “plannable” braking phase is based upon data which are known at least with effect from a given time point in advance of arrival at the relevant segment or location on the track section 36 .
  • a control unit 56 is provided which is designed for at least two different operating modes of the associated consumer 18 . 1 . These operating modes are intended for different operating phases of the consumer 18 . 1 .
  • a first operating phase is executed during a braking phase of the rail vehicle 10 .
  • the start of the braking phase is signaled by a braking signal, which is generated by a control device 58 of the rail vehicle 10 for the initiation of a braking process.
  • the braking signal serves as a triggering parameter for the first operating phase of the consumer 18 . 1 , i.e. the start of the first operating phase is coordinated with the start of the braking phase.
  • a first operating mode associated with the first operating phase will be triggered, wherein the control unit 56 is triggered to effect the switchover to the first operating mode in the presence of the braking signal.
  • the control unit 56 interacts with the control device 58 .
  • control unit 56 is configured as a locally-dedicated unit for the consumer 18 . 1 , which is physically separated from the master control device 58 .
  • control unit 56 is structurally configured as a constituent element of a master control unit of the electrical consumer 18 , e.g. as a constituent element of the control device 58 .
  • a braking phase and, accordingly, the operation of the electrical consumer 18 . 1 in the first operating mode is executed where the braking distance 40 , 44 or 48 respectively is negotiated by the rail vehicle 10 .
  • the control unit 56 is designed for a second operating mode, which is provided for a second operating phase of the consumer 18 . 1 .
  • This second operating phase is executed during a travel phase of the rail vehicle 10 which precedes the braking phase, which may be a traction or rolling phase.
  • the control of the rail vehicle 10 in respect of the braking phase is based upon data which are known in advance, i.e. at least with effect from a given time point in advance of arrival at the relevant segment or location.
  • characteristics of the braking phase such as specifically at least a track position for the start of the relevant braking distance and/or a length of said braking distance, braking power etc., are known.
  • the track position for the start of the braking phase is represented in FIGS. 3 to 5 by characteristic “B”.
  • the second operating phase of the consumer 18 . 1 which precedes the braking phase can be assigned thereto as a preliminary phase.
  • the assignment of the second operating phase to the braking phase is effected by means of a unit 60 .
  • the unit 60 determines at least one triggering parameter for the second operating phase on the basis of at least one characteristic of the braking phase.
  • the unit 60 is configured as a constituent element of the control device 58 . Alternatively, it may be physically separated from the control device 58 .
  • the triggering parameter V is determined on the basis of characteristic B, such that the second operating phase is of a specific duration. This duration, for example, as an optional further characteristic of the braking phase, may take account of the braking energy to be delivered during the latter. Accordingly, the duration of the second operating phase can be adapted anticipated braking energy generated during the braking phase.
  • the data which are considered by the control device 58 for the braking phase and, accordingly, for the determination of the triggering parameter for the second operating phase, are logged in a schematically represented data unit 62 , with which the unit 60 interacts.
  • the data unit 62 may be a constituent element of the control device 58 .
  • the data on the data unit 62 may be delivered in various ways.
  • the data may be delivered on the basis of the static characteristics of the track section 36 described above.
  • These data e.g. data from a “track log”, may be loaded into the data unit 62 from a database prior to the travel of the rail vehicle 10 along the track section 36 , or may be permanently stored in the data unit 62 .
  • the data for the braking phase are received from the land-based control center via the transmitter/receiver unit 50 .
  • data may be retrieved via the receiver system 54 which interacts with the track-vehicle-interaction system 52 .
  • the data unit 62 interacts either directly or indirectly with the transmitter/receiver unit 50 or with the receiver system 54 .
  • the data unit 62 may also be a constituent element of a driver assistance system 64 (represented in the diagram by a dashed line) in the rail vehicle 10 .
  • the known function of this system is the generation of a driving recommendation for the vehicle driver and/or control signals for the control device 58 , on the basis of static and/or dynamic characteristics of the track section 36 and an optimization model.
  • the data unit 62 is a constituent element of the driver assistance system 64 and the unit 60 for the assignment of the second operating phase of the consumer 18 . 1 is a constituent element of the control device 58
  • said unit 60 may be an existing and conventional computing unit in the control device 58 , which is equipped with a corresponding software module for the execution of the function described in conjunction with the operation of the consumer 18 . 1 .
  • the triggering parameter for the second operating phase determined by the unit 60 corresponds to a track position for the commencement of this preliminary phase along the track section 36 .
  • the triggering parameter configured as a track position is represented in FIGS. 3 to 5 by “V”.
  • the rail vehicle 10 is equipped with a positional detection system 66 , by means of which an actual track position I of the rail vehicle 10 along the track section 36 is detected. By means of the actual track position I, at least the achievement of the stipulated triggering parameter V by the rail vehicle 10 can be detected.
  • the positional detection system 66 may be configured for the reception of satellite-generated location signals (specifically GPS signals). However, further alternatives for the positional detection system 66 for the delivery of positional signals are conceivable.
  • the electrical consumer 18 . 1 is operated in a second operating mode which differs from the first operating mode.
  • a switchover to the second operating mode is effected in response to the presence of the triggering parameter V for the second operating phase i.e., in the embodiment considered, by the arrival of the rail vehicle 10 at the corresponding track position.
  • the control device 58 communicates with the positional detection system 66 . Where the actual track position coincides with the triggering parameter V, this is detected by the control device 58 , which triggers the control unit 56 for the initiation of the second operating mode.
  • the consumer 18 . 1 is operated such that its operating power in the second operating mode is significantly lower than in the first operating mode.
  • the control unit 56 may execute a power management function whereby, for operation in the second operating mode, the maximum power delivered to the electrical consumer 18 . 1 , in comparison with the first operating mode, is reduced or throttled accordingly.
  • control unit 56 maintains the electrical consumer 18 . 1 in an unpowered state during the second operating phase.
  • the consumer 18 . 1 may be disconnected by the control unit 56 , or may be maintained in an existing disconnected state.
  • the control unit 56 is designed to execute a control function for the consumer 18 . 1 on the basis of at least one threshold value for a characteristic temperature variable. Accordingly, upon a switchover to the first operating mode, the consumer 18 . 1 may be operated at a higher power than in the second operating mode, whereby the threshold value is adjusted by the control unit 56 .
  • the threshold value which corresponds to a comfortable temperature in the vehicle interior, may be increased upon the switchover to the first operating mode.
  • the threshold value may be reduced (c.f. specifically FIG. 7 ).
  • a switchover to the first operating mode is effected.
  • a higher power take-up by the consumer 18 . 1 is targeted accordingly.
  • the power throttling function specified in the second operating mode is canceled, or the maximum power delivered to the consumer 18 . 1 is increased.
  • the consumer 18 . 1 was disconnected in the second operating mode, it will be reconnected upon the switchover to the first operating mode. If, for operation in the second operating mode, a threshold value for the reduction of the power take-up has been established, this will be adjusted upon the switchover to the first operating mode, such that the power take-up is increased, preferably to its maximum value. If, for example, the consumer 18 . 1 in service as a cooling device, in the second operating mode, has been operated with a raised temperature threshold value, the latter will be reduced once more, in order to increase the cooling capacity (see FIG. 7 ).
  • FIG. 7 shows a summary representation of the operation of the electrical consumer 18 . 1 during the first and second operating phases. Two diagrams are shown. In the upper diagram, the actual temperature T of the vehicle interior (represented by the dashed line) and the set point comfortable temperature are shown as a function of time. The lower diagram shows the operating power of the consumer 18 . 1 as a function of time.
  • time points t(V) and t(B) are represented, which correspond to the achievement of the track position or the triggering parameter V by the rail vehicle 10 , and the commencement of the braking phase.
  • the consumer 18 . 1 is operated in its second operating phase BP 2 .
  • time point t(B) i.e. during the braking phase, the consumer 18 . 1 is operated in its first operating phase BP 1 .
  • the representation corresponds to the operation of the consumer 18 . 1 in cooling mode.
  • the comfortable temperature is raised by the control unit 56 from the threshold value SW 1 applied hitherto to the higher threshold value SW 2 .
  • Time point t(B) marks the commencement of the braking phase and, accordingly, of the first operating phase BP 1 of the consumer 18 . 1 .
  • the comfortable temperature is adjusted from the threshold value SW 2 to the lower threshold value SW 1 .
  • the interior temperature, which has risen during the second operating phase BP 2 will exceed the threshold value SW 1 , such that the consumer 18 . 1 is connected.
  • L 1 >L 2 applies for the operating power L 1 in the first operating phase BP 1 .
  • the take-up of power by the consumer 18 . 1 prior to the initiation of the braking phase, and during a time interval [t(V), t(B)] dictated by the triggering parameter V, can be prevented, such that the power take-up can be advantageously matched to the commencement of the braking phase.
  • the triggering parameter V is defined such that the time interval [t(V), t(B)], i.e. the duration of the second operating phase BP 2 , does not exceed a predefined maximum duration, in order to prevent an excessive increase in the interior temperature T.
  • the maximum duration may be set at a value of 5 minutes.
  • a minimum duration, e.g. of 1 minute, is also preset for the duration of the second operating phase BP 2 .
  • the triggering parameter V is defined such that the duration of the second operating phase does not fall below this value.
  • the adjustment of the comfortable temperature is completed within a tolerance range of ⁇ 2°.
  • the description set out above relates to the consumer 18 . 1 configured as an air conditioning unit. These explanations can be applied correspondingly to the remaining consumers 18 . 2 to 18 . 5

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US14/888,156 2013-04-30 2014-04-29 Device for Operating at Least one Electrical Consumer of a Rail Vehicle Abandoned US20160075350A1 (en)

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DE201310207952 DE102013207952A1 (de) 2013-04-30 2013-04-30 Vorrichtung zum Betreiben zumindest eines elektrischen Verbrauchers eines Schienenfahrzeugs
DE102013207952.4 2013-04-30
PCT/EP2014/058708 WO2014177552A2 (de) 2013-04-30 2014-04-29 Vorrichtung zum betreiben zumindest eines elektrischen verbrauchers eines schienenfahrzeugs

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EP (1) EP2953811A2 (de)
CN (1) CN105163975B (de)
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RU2637837C2 (ru) 2017-12-07
BR112015026536A2 (pt) 2017-07-25
DE102013207952A1 (de) 2014-10-30
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WO2014177552A3 (de) 2015-04-02

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